Brake structure



J. A. MlLLER BRAKE STRUCTURE Oct. 13, 1.931.

Filed May 10, 19 28 p do Patented Oct. 13, 19 31 UNITED STATES JOHN A.MILLER, or HOMEWOOD, ILLngoIs BR KE STRUCTURE Application filed. May 10,

My invention relates to brake structure designed particularly for use inconnection with pleasure railways and operable from a distanceto'graduallycheck the speed where necessary andfor smoothly andgradually bringing cars to a stop at the end of a trip without jarringor other inconvenience to the passengers, and without undue strains uponthe cars or track structure.

An important feature of the invention is the provision of eccentricpressure units for forcing together two brake beams between which brakeshoes on the cars are adapted to pass. Other features of the inventionin- Volve improved construction, arrangement and adjustability.

The various features are incorporated in the structure shown on theaccompanying drawings, in which Fig. 1 is a plan View of a portion oftrack showing my brake. structure mounted there Fig. 2 is an enlargedsection on line 9r2 Fig. 1, and showing a car, in rear elevation, on thetrack,

Fig. 3 is a plan view of one eccentric unit and the brake beams, in openposition, associated therewith,

Fig. 4 is a similar plan view showing the unit in operation to shift thebrake beams toward each other into braking position, and

Fig. 5 is a section on plane'5-5 Fig. l.

The brake structure is mounted on the road bed of the railway in thepath of the cars. I have shown ties 10 supporting the rail timbers 11 onwhich areT-he rails 12 for the wheels 13 of cars C. The brake structurecomprises a brake beam 14 which is rigidly secured to the ties as bybolts 15, the beam being set on edge and extending parallel with therails and having secured thereto along its inner face at the top thereofa metal brake or friction strip 16.

A beam 17 rests flat on the ties alongside of but spaced away from thestationary brake beam 1 1 and serves as a support for the movable brakebeam 18 which is mounted thereon to be opposite the beam 14. The beam 18has secured thereto the metal brake or friction strip 19 and betweenthese brake strips 1928. ,serial' No. 276,696.

passes the brakefin or shoe 20 secured to and depending from the carswhich travel on the track. The brake shoe may be the vertical flange ofa length of angle bar secured by its horizontal flange to the caras'shown.

For controlling the braking pressure of the brake strips against thebrake shoe I employ a plurality of eccentrically operated units operablefrom a distance to powerfully movable brake beam 18. The shaft alsoextends through the supporting beam 17 and at its lower end has securedthereto an operating lever 27.

The supporting beam for the eccentric units is not secured to the tiesbut is adjustably anchored to the stationary brake beam 14 by bolts28.These bolts take up the'strain of the braking pressure and by means ofthem the gap between the brake strips can be readily and accuratelyadjusted.

The levers of the various eccentric units are connected at their'outerends to a common operating rod 29 upon which a powerful pull can beexerted by suitable hand or power operated means (not shown), and suchmeans can be at some distance from the brake strucr in open positionready to receive the brake shoe of an approachlng car, and to permitready entrance of the shoe, the ends 14 and 18 of the brake beams areflared as clearly shown in Fig. 1. As soon as the brake shoe has enteredthe braking gap, the. operator exerts pull on the rod 29 to swing thelevers and thereby rotate the eccentric disks in their frames 25 withthe result that the movable brake beam 18 is powerfully forced towardthe stationary brake beam and the car oralze shoe is clamped or squeezedbetween the bra k ing or friction strips 16 and 19 and th motion of thecar can be checked to the degree desired depending upon the brakingpressure exerted. The brake structure could also be set for any desiredbraking action before it is engaged by a car, the flared or rounded endsof the brake beams permitting the car brake shoe to readily enterbetween the beams.

Figs. 2, 4 and 5 show the brake structure in braking position, theeccentric dis rs having forced the movable beam 18 along the supportingbeam 17 and toward the stationary beam 1% to squeeze the brake shoe. Tobodily set the eccentric units relative to the stationary brake beam, orto compensate for wear of the brake strips or shoes, the nuts 28 of thebolts 28 are properly turned until. the desired adjustment or conditionis obtained.

As shown in F 2 the safety rollers 39-, which cooperate with the safetyrails 38 to keep the car to the rails, will serve also to keep the brakeshoe in alinement to properly enter the brake structure.

The throw of the movablebrake beam from open to braking position iscomparatively small and by virtue of the eccentric units and their longoperating levers itrequires only a light pull on the operating rod toeffect powerful braking and such braking can be smooth and graoualwithout jarring or inconvenience to the passengers or undue strain onthe cars or brake structure.

I do not desire to be limited to the exact construction and operationshown as modifications are possible without departing from the spirit ofthe invention.

I. claim as follows:

1. In brake structure of the class described the combination of astationary brake beam, a. movable brake beam, aplurality of stationarybearing bases alongside of said movable beam, a cylindrical cam disk oneach base and a shaft extending eccentrically therefrom through thebase, a cylindrical bearing frame receiving each disk and secured tosaid movable beam, a lever extending from each shaft, and an actuatingrod connected directly with said levers.

2. In brake structure of the class described, the combination of astationary brake beam, a supporting beam alongside of said stationarybrake beam, a brake beam movable on said supporting beam and extendingparallel with said stationary beam, bearing frames rigidly mounted onsaid supporting beam, cylindrical cam disks on said frames forcooperating with said movable brake beam, shafts extending eccentricallyfrom said disks and journaled in said. bearing frames, levers extendingfrom said shafts, means for swinging said levers to simultaneouslyactuate said cam disks to shift said movable brake beam relative to saidstationary brake beam, and means for bodily adjusting said supportingbeam relative to said stationary brake beam. 3. In brake structure ofthe class described, the combination of a stationary brake beam, asupporting beam alongside of said stationary beam, a brake beam movableon said supporting beam toward and away from said stationary beam tovary the braking gap between said brake beams, bearing frames secured onsaid supporting beam, eccentric pressure members mounted on said framesand operating shafts extending therefrom and iournaled in said frames,levers extending from said shafts, a common actuating rod for saidlevers, and bolts anchoring said supporting beam to stationary beam. bymeans of which said supporting beam may be adjusted relative to saidstationary beam. In witness whereof, I hereunto subscribe my name this30th day of April, 1928.

JOHN A. MILLER.

